The combination of the Twin Wasp and the sturdy design of the Boomerang resulted in a highly manoeuvrable fighter aircraft.
In fact, the Boomerang’s tests in 1942 were so promising that plans were initiated to design an improved version with a more powerful engine.
However, subsequent investigations revealed that the basic Boomerang airframe would not take the extra weight without considerable modification and so the project was cancelled.
Nevertheless, the RAAF requirement for a long-range, medium altitude, high performance fighter still remained.
Throughout 1943 and 1944, conferences were held between the RAAF and CAC, and in 1945 the CAC design was accepted for the specification under the company designation CA-15.
The CA-15 airframe was originally designed to use a radial engine, the 2,300 hp Pratt and Whitney R-2800 with a turbo-charger.
However, this particular engine became unavailable at the time and, late in 1945, it was decided to fit an inline Rolls Royce Griffin Mk 61 as an interim measure pending the interaction of a Griffin with a three-speed supercharger.
Another program centred around the armament installation and various combinations of 20mm cannons and 0.50 machine guns were considered before it was decided to produce the first aircraft with six 0.50s with provision for 250 rounds per gun.
The CA-15 was the second fighter to be completely designed by CAC and, in comparison to its predecessor, the tubby Boomerang, it had an exceptionally pleasing appearance.
The aircraft was rolled out in 1946, and taxiing tests commenced on 12 February 1946.
Test pilot Jim Schofield carried out the first flight on 4 March 1946, and company tests continued until the end of June.
On 2 June 1946, the CA-15 was allocated to the RAAF as A62-1001, and on 27 June 1946 the aircraft was delivered to No 1 Aircraft Performance Unit at RAAF Laverton.
Familiarisation flights were carried out, and calibration and performance tests were commenced with APU pilots Wing Commanders J.H. Harper and G.D. Marshall, Squadron Leaders D.R. Cuming, G.C. Brunner, C.W. Stark and G.H. Shields, and Flight Lieutenant J.A. Archer.
The tests continued until the CA-15 was forced to crash-land due to hydraulic failure on 10 December 1946.
The aircraft was extensively damaged, and in June 1947, it was returned to CAC for repairs.
In the mean time, plans were underway to introduce jet-engined fighters to replace the RAAF Mustangs, and the CA-15 project lost its original priority.
Consequently, almost a year elapsed before A62-1001 was delivered back to the RAAF on 19 May 1948.
A limited test-flying program continued until 1950 when it was decided to cancel any further development.
On 1 May 1950, the CA-15 was transferred from Aircraft Research and Development Unit to No 1 Aircraft Depot for conversion to components.
In retrospect, the CAC CA-15 (which at one time was unofficially known as the CAC Kangaroo) was quite a remarkable aircraft.
In addition to its thoroughbred lines, it possessed a flying performance well in advance of many contemporary fighters.
APU pilots found the CA-15 a pleasant, uncomplicated aircraft to fly with no apparent vices.
Climbing and range trials were well up on expectations, and maximum speeds of 448 mph at 26,400 ft in combat power and 432 mph at 32,700 ft compared favourably with fighters of similar design and power rating.
Although superseded by the Vampire and Meteor, the CA-15 was, nevertheless, an outstanding aircraft that was a credit to Australian designers and technicians.
36 ft 2.5 in (11.036 m)
36 ft 0 in (10.97 m)
14 ft 2.75 in (4.3371 m)
253 sq ft (23.5 m2)
NACA 66 series
7,540 lb (3,420 kg)
9,500 lb (4,309 kg)
Max take-off weight
12,340 lb (5,597 kg)
220 imp gal (264 US gal; 1,000 l) in two wing tanks + 30 imp gal (36 US gal; 136 l) in one fuselage tank + 2 optional 100 imp gal (120 US gal; 455 l) underwing drop tanks.
1 × Rolls-Royce Griffon 61 V-12 liquid-cooled piston engine, 2,035 hp (1,517 kW) with 18 psi (124.1 kPa) boost
4-bladed Rotol, 12 ft 6 in (3.81 m) diameter constant-speed propeller
442 mph (711 km/h, 384 kn) at 25,600 ft (7,803 m)
368 mph (320 kn; 592 km/h) at sea level
1,150 mi (1,850 km, 1,000 nmi) internal fuel
2,540 mi (4,090 km, 2,210 nmi) maximum fuel at 5,000 ft (1,524 m) at 1,600 rpm